
oldsmobile-digest           Friday, 5 April 1996        Volume 01 : Number 138


----------------------------------------------------------------------

From: Tony Molinaro <bakereng.com!AMOLINARO@bakereng.com>
Date: Thu, 4 Apr 1996 09:03:38 -0400
Subject: Tiny Olds... -Reply 

Would someone be kind And let me know if you recieved this message.

Tony Molinaro
69 442 400
69 442 455/4spd

------------------------------

From: Roger Heath <RHEATH@worldbank.org>
Date: Thu, 4 Apr 1996 10:28:42 -0400
Subject: RE: EMail Quirk

          >Anybody beside me see this problem:
          
          >Most messages are formatted just fine but messages from a few 
          >sender do not word-wrap but come in as one log, long line.  Cris 
          >Urban's last two posting look that way.
          
          >I'm running Netscape 2.0's email (threw Pegasus and Eudora in 
          the trash)
          
          >The 66 Toro and Mike
          
          I was going to ask: am I the only one? The messages all come in 
          through the office E-Mail system, which is far from 'cutting 
          edge' technology, it is apparently all our own work. Most 
          messages wrap just fine, but about 5% do not. Brycemans never 
          wrap. I can see the left hand six inches of any paragraph and the 
          rght hand six inches but not what is in the middle. If both ends 
          seem good stuff, it is possible to get at everything by down 
          loading and using a word processor. 
          
          Roger Heath, 71 Delta 88 Royale Convertible

------------------------------

From: MIKE COCCAGNA <mikec@kis.net>
Date: Thu, 4 Apr 1996 06:02:29 -0400
Subject: Re: EMail Quirk

> Anybody beside me see this problem:
> 
> Most messages are formatted just fine but messages from a few sender do 
> not word-wrap but come in as one log, long line.  Cris Urban's last two 
> posting look that way.
> 
> I'm running Netscape 2.0's email (threw Pegasus and Eudora in the trash)
> 
> The 66 Toro and Mike
> 
> -- 
> Michael R. Frederick, CEO
> Edison3, Incorporated
> Tampa, Florida
> (813) 210-8649
> 
Agrre.  I am using Pegasus and have the same thing.  

BTW, Chris, what is the unknown binary data attached to your 
messages?  Is this a SIG file, or something like that?  Pegasus 
reports it as ;type unknown'.


Mike 
'91 W-40 Quad442 
> 
> 

------------------------------

From: MIKE COCCAGNA <mikec@kis.net>
Date: Thu, 4 Apr 1996 06:08:19 -0400
Subject: Re: Tiny Olds... -Reply

> Would someone be kind And let me know if you recieved this message.
> 
> Tony Molinaro
> 69 442 400
> 69 442 455/4spd
> 

Got it.  Now what?

Mike
'91 W-40 Quad442 
 

------------------------------

From: "Bruce D. Brumm" <bdbrumm@ix.netcom.com>
Date: Thu, 4 Apr 1996 14:36:00 -0400
Subject: OCA info. compilation

For future reference, I have condensed three e-mail messages into one.

  Oldsmobile Club of America
  P.O. Box #80318
  Lansing, MI  48908

  1-(517)-321-8825

  Dues Structure:

 +--------+-----------+-----------------+--------+
 | LENGTH |  DELIVERY |     COUNTRY     | COST   | 
 +--------+-----------+-----------------+--------+
 |1 year  | 3rd class |        US       | $30.00 |
 |1 year  | 1st class |        US       | $40.00 |
 |1 year  | 1st class | Canada & Mexico | $42.00 |
 |1 year  | airmail(?)|     overseas    | $60.00 |
 |2 years | 3rd class |        US       | $55.00 |
 |2 years | 1st class |        US       | $70.00 |
 +--------+-----------+-----------------+--------+ 
  All prices are in US dollars.

- ---
Bruce D. Brumm (bdbrumm@ix.netcom.com)
Network & Systems Administrator
LDM Technologies, Inc.
Troy, MI

'84 Cutlass Supreme 307-Y
'86 Cutlass Salon 307-Y

------------------------------

From: bryce_smith@442.com (Bryceman)
Date: Thu, 4 Apr 1996 11:42:47 -0400
Subject: Re: Distributor rebuild 

>Did you ever get my inquery on the cost of your distributor core and rebuild?
>I can buy a new distributor for a 403 from NAPA for around $130. How does this
>price compare to your route?

Yeah, I got it. Sorry I didnt get back to you. I meant to but got bogged down with other stuff. Adding cars and ads to the Olds page is becoming a full-time job in itself. To be honest, I probably spent near that $130 figure on my dist. The salvage yard dist was about $35.00 and the rest of the parts probably put it up to aroung the $130 mark.
My reasoning was this... if I were to buy a complete aftermarket dist, who knows what kind of parts NAPA or ORielly suppliers would use in the unit. If I get my own used, I could put in all premium parts. I used Blue Streak because I have always heard good things about their parts and have had good experiences with them myself. My other idea was to get a complete dist from MSD or Mallory (I dont care for Accel) but that would have cost much more than the $130 we are talking about here.
You might also consider getting an HEI advance recurve kit... NAPA has a good one real cheap and it comes with lighter flyweights and a variety of springs/tensions so you can play with the advance curve. As someone said in a previous post, that newer HEI was designed for a smogger motor so the curve that is built-in isnt exactly a performance curve. My car starts easily and runs really smooth, much better than with the old points dist, but it is a little doggy at low RPMs and I suspect it is the advance weights. So I got this NAPA advance kit and am going to try it out this weekend.
One last thing... In my 425, I am running spark plugs designed for a late-model HEI equipped 455 which, I assumed, would be closer to what the HEI is designed to make spark with.  Clear as mud?



 EXCESSIVE IRON rules the road!
'65 442
'66 Dynamic 88 B07 Apprehender
 bryceman@442.com
 www.442.com

------------------------------

From: Mike Frederick <edison3@cpeq.com>
Date: Thu, 4 Apr 1996 14:56:03 -0400
Subject: Re: Tiny Olds... -Reply

Tony Molinaro wrote:
> 
> Would someone be kind And let me know if you recieved this message.
> 
> Tony Molinaro
> 69 442 400
> 69 442 455/4spd


Nope, haven't seen a thing.      :)

The 66 Toro and Mike

- -- 
Michael R. Frederick, CEO
Edison3, Incorporated
Tampa, Florida
(813) 210-8649

------------------------------

From: Mike Frederick <edison3@cpeq.com>
Date: Thu, 4 Apr 1996 15:01:44 -0400
Subject: Re: EMail Quirk

Roger Heath wrote:
> 
>      Anybody beside me see this problem:
> 
>      Most messages are formatted just fine but messages from a few
>      sender do not word-wrap but come in as one log, long line.  Cris
>      Urban's last two posting look that way.
> 
>      I'm running Netscape 2.0's email (threw Pegasus and Eudora in
>      the trash)
> 
>      The 66 Toro and Mike
> 
>      I was going to ask: am I the only one? The messages all come in
>      through the office E-Mail system, which is far from 'cutting
>      edge' technology, it is apparently all our own work. Most
>      messages wrap just fine, but about 5% do not. Brycemans never
>      wrap. I can see the left hand six inches of any paragraph and the
>      rght hand six inches but not what is in the middle. If both ends
>      seem good stuff, it is possible to get at everything by down
>      loading and using a word processor.
> 
>      Roger Heath, 71 Delta 88 Royale Convertible

I know the Bryce-machine is a Mac.  Maybe this is peculiar to them?  

Cris U.: Running a Mac?

I'll try out a word processor (got several) and let you know.

The 66 Toro and Mike

- -- 
Michael R. Frederick, CEO
Edison3, Incorporated
Tampa, Florida
(813) 210-8649

------------------------------

From: Mike Frederick <edison3@cpeq.com>
Date: Thu, 4 Apr 1996 15:09:46 -0400
Subject: Re: EMail Quirk

Just looked at the Bryce-post from this morning (Re; Distributer 
rebuild).  It appears that HARD-Returns (when you press the Return key) 
will start a new line.  The email software should insert SOFT-Returns for 
the word-wrap but apparently isn't.

For those that care: The Hard-Return is an ASCII-13 decimal, a SOFT 
return is usually an ASCII-141 (13 + 128).

Still like to know if this is Mac specific.  Anybody?

The 66 Toro and Mike


- -- 
Michael R. Frederick, CEO
Edison3, Incorporated
Tampa, Florida
(813) 210-8649

------------------------------

From: bryce_smith@442.com (Bryceman)
Date: Thu, 4 Apr 1996 12:38:08 -0400
Subject: Re: EMail Quirk 

>Just looked at the Bryce-post from this morning (Re; Distributer
>rebuild).  It appears that HARD-Returns (when you press the Return key)
>will start a new line.  The email software should insert SOFT-Returns for
>the word-wrap but apparently isn't.

Hmmm... why hasnt anyone mentioned this to me before? I checked my settings
in Eudora and "Word Wrap" was off. I will turn it on and re-send the HEI
mail. Let me know if it looks better. Thanks. :-)


 EXCESSIVE IRON rules the road!
'65 442
'66 Dynamic 88 B07 Apprehender
 bryceman@442.com
 www.442.com

------------------------------

From: bryce_smith@442.com (Bryceman)
Date: Thu, 4 Apr 1996 12:39:19 -0400
Subject: Re: HEI Rebuild 

>Did you ever get my inquery on the cost of your distributor core and rebuild?
>I can buy a new distributor for a 403 from NAPA for around $130. How does this
>price compare to your route?

Yeah, I got it. Sorry I didnt get back to you. I meant to but got bogged
down with other stuff. Adding cars and ads to the Olds page is becoming a
full-time job in itself. To be honest, I probably spent near that $130
figure on my dist. The salvage yard dist was about $35.00 and the rest of
the parts probably put it up to aroung the $130 mark.
My reasoning was this... if I were to buy a complete aftermarket dist, who
knows what kind of parts NAPA or ORielly suppliers would use in the unit.
If I get my own used, I could put in all premium parts. I used Blue Streak
because I have always heard good things about their parts and have had good
experiences with them myself. My other idea was to get a complete dist from
MSD or Mallory (I dont care for Accel) but that would have cost much more
than the $130 we are talking about here.
You might also consider getting an HEI advance recurve kit... NAPA has a
good one real cheap and it comes with lighter flyweights and a variety of
springs/tensions so you can play with the advance curve. As someone said in
a previous post, that newer HEI was designed for a smogger motor so the
curve that is built-in isnt exactly a performance curve. My car starts
easily and runs really smooth, much better than with the old points dist,
but it is a little doggy at low RPMs and I suspect it is the advance
weights. So I got this NAPA advance kit and am going to try it out this
weekend.
One last thing... In my 425, I am running spark plugs designed for a
late-model HEI equipped 455 which, I assumed, would be closer to what the
HEI is designed to make spark with.  Clear as mud?


 EXCESSIVE IRON rules the road!
'65 442
'66 Dynamic 88 B07 Apprehender
 bryceman@442.com
 www.442.com

------------------------------

From: MIKE COCCAGNA <mikec@kis.net>
Date: Thu, 4 Apr 1996 08:08:01 -0400
Subject: re: e-mail quirk

Much better Bryceman!

I can actually read it w/o use of those scroll bars!


Mike
'91 W-40 Quad442

------------------------------

From: Mike Frederick <edison3@cpeq.com>
Date: Thu, 4 Apr 1996 16:07:15 -0400
Subject: Re: EMail Quirk

Bryceman wrote:
> 
> Hmmm... why hasnt anyone mentioned this to me before? I checked my 
> settings in Eudora and "Word Wrap" was off. I will turn it on and
> re-send the HEI mail. Let me know if it looks better. Thanks. :-)
> 

Mucho better  -- another mystery solved!

The 66 Toro and Mike


- -- 
Michael R. Frederick, CEO
Edison3, Incorporated
Tampa, Florida
(813) 210-8649

------------------------------

From: dan houlton x0710 <tc75918@hpr169.mdhc.mdc.com>
Date: Sun, 31 Mar 1996 13:30:32 -0400
Subject: test - please ignore

Hey!!  I told you to ignore me!

------------------------------

From: Dan Dale <daleds@okra.millsaps.edu>
Date: Thu, 4 Apr 1996 13:38:05 -0400
Subject: RE: misc. 

>. What is 'reasonable' price to you? I once sold a pair of
>dual xst mans for $50 cuz I needed to pay off the car purchase quick, but have
>seen rather rusty ones offered [not nec. SOLD] for $275/pr lately...

reasonable is about $50 or so tops....it's not that big a deal to me b/c I can
always just get headers for $275(!) headers for an 88 will fit a 98, right?


- ------------------------------------------------------------------------------
$Daniel Dale  daleds@okra.millsaps.edu f-list since 2/95 http://www.millsaps.$
$edu/~daleds/index.html  cars: 1972 Cotner-Bevington Oldsmobile 98 Endloader,$
$1973 Imperial LeBaron, 1966 Pontiac GTO, 1987 Chevrolet Camaro IROC-X 5.7TPI$  
$1955 Cadillac Seville, (2) 1969 Cadillac DeVille Convertibles(one for parts)$ 
$1976 Cadillac Series 75 Fleetwood Brougham, 1961 Imperial Custom            $
- ------------------------------------------------------------------------------

------------------------------

From: "Chris Brown Witt" <wittchri@pilot.msu.edu>
Date: Thu, 4 Apr 1996 14:23:38 -0400
Subject: engine tidbits

FWIW:
Coupla scrap engines yielded the following ID tips:

ID cast on lower RH outside of block, big characters about 2" tall, then
the block ID on the shelf behind the water pump, then
the type of lifters in it, then
additional info.

"5L"   3161-5A,   0.842 Flat lifters,  VIN=3CX115941
"5L"   6509GM 5.0L G,   0.921 roller lifters,  3/8" ball pushrods

The 6509 engine's VIN was unreadable, and the oil fill tube had NO engine
unit #/ year stamped into it. The other engine had no oil fill tube at all, but
the VIN was readable.

Got the roller lifters. Got the '72 engine and a 3-speed manual trans too. :)
- --
Chris  B. Witt         *the* Rocket Scientist
wittchri@pilot.msu.edu

------------------------------

From: "Andrew C. Green" <acg@frame.com>
Date: Wed, 3 Apr 1996 12:25:02 -0400
Subject: Re: Aurora engine ; was "finally" 

>The complete set of chassis manuals for the Aurora car is $95 at Helm.  I 
>know right now it will go up in value.  I probably would have balked at $10 
>for the late '60's manuals also.  Anyone know where I can get it cheaper?

Is that the price listed in the back of the Aurora owner's manual? I know
I was perplexed to see a $95 tab in the shipping receipt for my Bonneville
manuals last week, when my owner's manual listed it at $43 -- which is what
I paid for it. They cashed my $43 check and never asked for more.

Now, I know the manual was two years old, but I can't see that the price
would be over _double_ that just two years later. Not sure what's going on
over at Helm these days...

Andrew C. Green            (312) 266-4431
Datalogics, Inc.
441 W. Huron               Internet: acg@frame.com
Chicago, IL  60610-3498    FAX: (312) 266-4473

------------------------------

From: "Andrew C. Green" <acg@frame.com>
Date: Wed, 3 Apr 1996 14:57:13 -0400
Subject: Re: Getting wet 

>This means a bad heater core (I think that's the
>right name for it), right?

No doubt about it.

>Is there anything else that could cause the
>antifreeze to wind up coming out of the dash (I assume it's coming
>through the heater ducts).

Nope.

>Now for the big question: I don't mind
>turning wrenches myself, but I'm worried that I could be in over my head
>on this one.

I doubt it. If I remember right, the heater core on a 1980 Cutlass is
accessible from under the hood; it's really not that hard to do. Look
under the hood on the passenger's side, where the blower motor sits. The
top of that housing will unscrew, the top lifts off and the heater core
lifts right out.

>From memory:

Start by removing the large sealing strip along the top which seals
against the underside of the hood; it should just lift off. You do
not need to remove the hood. Remove the cowl screen, if so equipped,
and any smaller covers in the way to get access to the line of screws
which hold the top half of the heater core/AC evaporator housing in 
place. You can find the edge of this by following the split line from
where the two heater core inlets go through openings at the front.
Once you've removed all the screws, the cover should simply lift off,
and with some wiggling the heater should lift right out.

Installation is the reverse of above.  ;-)  The worst problem I had
during reassembly was inadvertently stripping a couple of screw threads
when tightening the screws in the fiberglass housing. Good luck.

Andrew C. Green            (312) 266-4431
Datalogics, Inc.
441 W. Huron               Internet: acg@frame.com
Chicago, IL  60610-3498    FAX: (312) 266-4473

------------------------------

From: "Andrew C. Green" <acg@frame.com>
Date: Wed, 3 Apr 1996 11:14:58 -0400
Subject: Re: 100th Anniversary Meet 

>I live in Mississippi and I am probably going to be going....maybe if we
>got together enough people we could make a procession. With my hearse in the
>lead and our high beams on, traffic might not be so bad if people think it is a
>funeral and pull over to let us by!

*big laffs*

Yeah, but a funeral procession at 70+mph? When the nice officer asks
us _who_ is in the hearse, who shall we say is in there...?

Andrew C. Green            (312) 266-4431
Datalogics, Inc.
441 W. Huron               Internet: acg@frame.com
Chicago, IL  60610-3498    FAX: (312) 266-4473

------------------------------

From: "Chris Brown Witt" <wittchri@pilot.msu.edu>
Date: Thu, 4 Apr 1996 15:16:44 -0400
Subject: switch pitch TH400

Bob [?] w/ the 'modified 67 W30':

Fascinating! Please, share with us the details of adding a switch pitch
converter to a TH400 trans. I'd have thought in my ignorance that the
difference would involve a lot of internal modifications. Since it can be done,
I think I wanna do it too. I have a 68 or 69 jetaway, would that have the SP
converter?
  Oh, perhaps your TH400 and the Jetaway were BOTH originally switch pitch
transes, and you just swapped to the Jetaway converter? Or was my 1st
impression correct, that you took a "std." TH400, a 3-speed w/ kickdown, and
ADDED the switch pitch trickery from a Jetaway...? Enlighten us, please!

- -How do you spot a SP converter trans? 2-wires feed into it- one for kickdown,
one for converter?

- -A step-by-step would be GREAT, in fact, it'd be a superb JWO article!

- -what years might one expect to encounter a SP trans in?

Thanks!
- --
Chris  B. Witt         *the* Rocket Scientist
wittchri@pilot.msu.edu

------------------------------

From: "Chris Brown Witt" <wittchri@pilot.msu.edu>
Date: Thu, 4 Apr 1996 15:17:59 -0400
Subject: Hemi

Before I get 'corrected', it occurred to me that the MoPar hemi's [early ones
at least] prolly had but 16 valves, not 32...
- --
Chris  B. Witt         *the* Rocket Scientist
wittchri@pilot.msu.edu

------------------------------

From: Paul Elosge <elosge@eco.twg.com>
Date: Thu, 4 Apr 1996 15:43:29 -0400
Subject: RE: switch pitch TH400

Chris  B. Witt (wittchri@pilot.msu.edu) writes:

> -How do you spot a SP converter trans? 2-wires feed into it- one for kickdown,
> one for converter?
...
> -what years might one expect to encounter a SP trans in?

I missed the start of this switch pitch discussion, but here's my 
experience on the topic:

Many years ago, I swapped in a 1968 350 V8/Jetaway combo for the
original 330 V8/Jetaway combo in my 1966 F-85. Knowing what I know
now, I'm not sure that was the best idea, losing the forged crank and
switch pitch torque converter.

So the 1966 Jetaways had switch pitch, the 1968's didn't. I believe the
Turbohydramatics in the large cars also had the switch pitch torque
converter. I could swear I saw an article back in the 1960's describing
performance mods that could be made to the Toronado. They included a
manual switch pitch control added to the column shifter, if I remember
right.

The switch pitch Jetaway did have two wires, while the non-switch pitch
only had the single kickdown wire. My 1966 F-85 had a gizmo in the
throttle linkage that contained the two switches for kickdown and
switch pitch. I didn't know which wire was which, so I just tried one.
As luck would have it, I chose the wrong one first. The effect is most
interesting! The slightest change in accelerator pressure caused the
Jetaway to downshift. Hooked up the other wire instead, and everything
was fine.

- - Paul Elosge (elosge@eco.twg.com)

------------------------------

From: JPADA@hqgate.orbital.com
Date: Thu, 4 Apr 1996 15:47:34 -0400
Subject: Re: switch pitch TH400 

          

          ... Or was my 1st impression correct, that you took a "std." 
          TH400, a 3-speed w/ kickdown, and ADDED the switch pitch 
          trickery from a Jetaway...?
          
          
          I performed this same swap on a standard 69 TH400 using the 
          switch pitch kit from Kenne-Bell.  I installed it during a 
          complete rebuild of the tranny (BTW, I used a B&M rebuild 
          kit...Very detailed instructions and very easy, considering 
          I had never had an automatic apart before!).  Note that the 
          rebuild was _not_ required to install the switch pitch.  The 
          Kenne-Bell kit included the front pump, converter, 
          activation solenoid, and the two-wire connector for the 
          trans case.  
          
          I did this conversion over ten years ago, but I seem to 
          recall that it was a complete bolt-in with the exception of 
          the need to drill one small hole in a plug in the mounting 
          face which the pump bolted to (on second thought, maybe I 
          just had to replace the original plug with a kit-supplied 
          one which had the hole in it).  The purpose of this was to 
          provide the high-pressure hydraulic oil source to move the 
          vanes in the converter.  The solenoid included in the kit 
          looks just like the normal kickdown solenoid and mounts on 
          the valve body.  Apparently all TH400 cases have this 
          passageway cast in and it is just plugged for non-switch 
          pitch applications.
          
          I had the tranny in a 71 Cutlass behind a dual-quad 
          nitroused 455 that ran a best of 11.95 @ 115.5 mph.  The 
          switch pitch made a big difference in the launch of the car. 
           Low stall was about 1500 rpm, high stall about 2800.
          
          I seem to recall that the switch pitch was primarily used by 
          Buick in the mid-60s (hence the Kenne-Bell connection).

------------------------------

From: Jeff Stanish <stanishj@svpal.org>
Date: Thu, 4 Apr 1996 15:55:53 -0400
Subject: Re: OLDS CLUB OF AMERICA (JWO) MEMBERSHIP

Journey with Olds is the publication of the Oldsmobile Club of America, 
and the membership info is as follows from the 3/96 issue:

One Year's Membership (U.S. only) - 3rd class:  $30
One Year's Membership (U.S. only) - 1st class:  $40
Two Year's Membership (U.S. only) - 3rd class:  $55
Two Year's Membership (U.S. only) - 1st class:  $70
CANADA and MEXICO                 - 1st class:  $70
OVERSEAS:  One Year                          :  $60
Associate                                    :  $ 5

"Ownership of an Oldsmobile is NOT required to join our club.  Any year or 
type of Oldsmobile is welcome in our ranks.  this is the largest 
exclusive Oldsmobile club in the world.  We have nearly 6,400 members and 
we date back to 1971."

"Please allow several weeks for processing.  Please remit U.S. funds 
only.  No checks in Canadian Dollars or foreign currency."

Send to:  OCA, P. O. BOX 80318, LANSING MICHIGAN 48908

On the application they ask for your name, address, city, state, zip, 
phone number, list of Oldsmobiles currently owned, and other OCA chapters 
you may be affiliated with.

Hope this helps!  :) :)


On Tue, 2 Apr 1996, buehner wrote:
 
> I know it's been asked before, but I never saw an answer.  How do we (or
> where) find and get that JWO membership/subscription, etc...
>      
>       Charley Buehner       | "buehner@cis.nmclites.edu"
>       Box 1255              | Montana State University-Northern
>       Havre, Montana 59501  | http://cis.nmclites.edu/~buehner
>       "Rockit 1"            | '81 Olds Cutlass 455
>       "BT UR 4D"            | '70 Buick GS 455
>              (Real Cars Don't Wear Bowties!)
> 
> 
> 

------------------------------

From: David Paulison <dpauliso@metrolink.net>
Date: Thu, 4 Apr 1996 16:15:57 -0400
Subject: switch pitch

I am not familiar with switch pitch...could someone please tell me what it does?
What would be the benefits of putting it in a TH400?  Is it practical for a
daily driver, or only beneficial to racing/street&strip applications?

Thanks 
- --
Dave

------------------------------

From: Dan Dale <daleds@okra.millsaps.edu>
Date: Thu, 4 Apr 1996 16:31:15 -0400
Subject: Re: 100th Anniversary Meet 

>Yeah, but a funeral procession at 70+mph? When the nice officer asks
>us _who_ is in the hearse, who shall we say is in there...?
>
>Andrew C. Green            (312) 266-4431

Around here it isn't that uncommon to see a funeral procession going down
the interstate. how many people from the South are on this list? I think we may
have something here!



- ------------------------------------------------------------------------------
$Daniel Dale  daleds@okra.millsaps.edu f-list since 2/95 http://www.millsaps.$
$edu/~daleds/index.html  cars: 1972 Cotner-Bevington Oldsmobile 98 Endloader,$
$1973 Imperial LeBaron, 1966 Pontiac GTO, 1987 Chevrolet Camaro IROC-X 5.7TPI$  
$1955 Cadillac Seville, (2) 1969 Cadillac DeVille Convertibles(one for parts)$ 
$1976 Cadillac Series 75 Fleetwood Brougham, 1961 Imperial Custom            $
- ------------------------------------------------------------------------------

------------------------------

From: Greg Beaulieu <ab348>
Date: Thu, 4 Apr 1996 16:38:57 -0400
Subject: Re: switch pitch

On Thu, 4 Apr 1996, David Paulison wrote:
> I am not familiar with switch pitch...could someone please tell me what it does?
> What would be the benefits of putting it in a TH400?  Is it practical for a
> daily driver, or only beneficial to racing/street&strip applications?

I have a switch pitch converter in my Skylark. It's pretty neat. It 
"tightens" (that's the best word to describe it) when you get to the last 
1/2"-1" of accelerator pedal travel. The effect is noticeable and has a 
definite impact on accelration. Like someone else said, mine has a switch 
on the throttle linkage that switches the pitch near WOT. I think it 
would be even more beneficial if it kicked in at about half-throttle, and 
have wondered what would be the effect if I jerry-rigged some sort of 
extension on the linkage to cause the switch to kick in earlier. Not sure 
exactly how I'd do that without binding the linkage on WOT.

I assume it's similar in theory to the lockup converters that came along 
later for fuel economy, but work on hard acceleration rather than on 
cruising.

Greg Beaulieu        ab348@ccn.cs.dal.ca        Halifax, Nova Scotia, Canada

------------------------------

From: Greg Beaulieu <ab348>
Date: Thu, 4 Apr 1996 16:45:29 -0400
Subject: Data Plates

The body data plate on my Cutlass was missing when I bought the car a few 
years ago. Apparently the LOL who owned it took it to a dimbulb paint 
shop at some point and not knowing how to decipher the plate, they just 
pried it off. 

Not a big problem but I thought it would be nice to replace it if I ever 
had the chance. Over the last year or two I've seen ads from a place or 
person called A.G. Backeast in Hemmings or JWO that said they could 
replace it. In their latest ad they listed an email address so I sent 
them a request for info. Here's what I got back. It may be of interest to 
some of you. 

I don't think I'm going to bother...

Greg Beaulieu        ab348@ccn.cs.dal.ca        Halifax, Nova Scotia, Canada

- ---------- Forwarded message ----------
Date: Thu, 4 Apr 1996 04:34:04 -0400
From: dataplt@SNET.Net
Subject: Re: Looking for Info

THANKS FOR INQUIRY.  I PROBABLY COULD DUPLICATE THIS TAG.  PROBLEM IS I
DON'T KNOW WHAT A CANADIAN TAG LOOKS LIKE.  IF IT IS SIMILAR TO USA 1968
TAG, THE COST TO MAKE THE TAG WOULD BE $150 US FUNDS AND CORRECT RIVETS ARE
INCLUDED.  NO MONEY IS DUE IN ADVANCE.  I WOULD MAKE THE TAG, SEND A
PHOTO-COPY/PENCIL RUBBING AND IF OK THEN YOU SEND FUNDS.  I CAN MAKE IT IN
LESS THAN A WEEK.  A COMPETITOR CAN BE FOUND IN HMN DOING THIS FOR $215 SO
IT'S NOT CHEAP, BUT I'M THE BARGAIN PLAYER WITH EVEN BETTER QUALITY.
        NEXT STEP:  IF YOU KNOW THE CANADIAN TAG TO LOOK EXACTLY LIKE THE
US, SEND ME THE INFO THAT YOU WANT CODED ON THE TAG.  IF ITS NOT THE SAME,
SEND ME A PENCIL RUBBING OR PHOTO OF ONE AND I CAN SAY IF I CAN DO IT.  I
WOULD PROBABLY NEED AN ORIGINAL ON LOAN AS A PATTERN IF IT DIFFERS FROM US.
        WE ALSO CAN HELP WITH FOMOCO AND MOPAR BACK SOME TIMES TO 1928.  WE
HAVE OAKVILLE AND WINDSOR FORD TAGS 55-6 FOR SURE.
        MAIL ADDRESS IS P.O. BOX 581 PLAINVILLE CT 06062

------------------------------

From: "Andrew C. Green" <acg@frame.com>
Date: Thu, 4 Apr 1996 16:43:09 -0400
Subject: Re: 100th Anniversary Meet 

>Around here it isn't that uncommon to see a funeral procession going down
>the interstate. how many people from the South are on this list? I think we may
>have something here!

This reminds of an old cartoon by (I think) Charles Addams that ran a long
time ago in the New Yorker. It's been a few years since I saw the thing,
but from what I remember, it showed a funeral procession stuck behind a line
of cars, and the widow riding in the front seat of the hearse turns to the
driver and says, "Pull out and pass them all. George would have wanted it 
that way!"

Andrew C. Green            (312) 266-4431
Datalogics, Inc.
441 W. Huron               Internet: acg@frame.com
Chicago, IL  60610-3498    FAX: (312) 266-4473

------------------------------

From: David Paulison <dpauliso@metrolink.net>
Date: Thu, 4 Apr 1996 16:56:45 -0400
Subject: Re: switch pitch

At 04:38 PM 4/4/96 -0400, you wrote:

>
>I have a switch pitch converter in my Skylark. It's pretty neat. It 
>"tightens" (that's the best word to describe it) when you get to the last 
>1/2"-1" of accelerator pedal travel. The effect is noticeable and has a 
>definite impact on accelration. Like someone else said, mine has a switch 
>on the throttle linkage that switches the pitch near WOT. I think it 
>would be even more beneficial if it kicked in at about half-throttle, and 
>have wondered what would be the effect if I jerry-rigged some sort of 
>extension on the linkage to cause the switch to kick in earlier. Not sure 
>exactly how I'd do that without binding the linkage on WOT.
>
>I assume it's similar in theory to the lockup converters that came along 
>later for fuel economy, but work on hard acceleration rather than on 
>cruising.
>
>Greg Beaulieu        ab348@ccn.cs.dal.ca        Halifax, Nova Scotia, Canada
>
OK, thanks for the info.  One more question...Does it work on the torque
convertor or the transmission.  In other words, when the switch on the
throttle linkage is closed and the pitch is switched, what actually happens?
Is the torque convertor affected or the transmission or both?

Thanks for the help!
- --
Dave Paulison          dpauliso@metrolink.net      Melbourne, Florida

------------------------------

From: Greg Beaulieu <ab348>
Date: Thu, 4 Apr 1996 17:03:41 -0400
Subject: JWO & OCA

Some of you might remember seeing the article in JWO last year about the
Olds list. What you may not know is that around December I submitted
another piece updating them about the list and featuring Bryce's page. I
sent it to Bryce for review beforehand and he thought it was pretty good.
At the time we sent them some pics from Bryce's page and an offer to
use the page as an unofficial JWO/OCA resource. In the letter that
accompanied the article I suggested that they may wish to consider
printing the list address and the web page address somewhere in each JWO
issue, and that they could send Bryce anything they might want to have
displayed on his page. 

So, it's almost four months later now and we have heard nothing, nada. 
Not even a phone call saying "Sorry, no dice." I know that when the 
original article was printed I got a call from the late Dennis C. to let 
me know, but maybe they don't bother advising you otherwise. Fine. But 
what about the offer and the listing in JWO? Now, I can see where this 
might be something that needs to go beyond the editor's desk. OTOH, it 
seems almost like they don't care whether they're represented out here or 
not. I know we have a couple of chapter presidents on here - do you know 
if this has ever come up in OCA discussions? Is JWO pretty much 
technophobic or what? I think it would be smart of them to print that 
stuff in fine print somewhere every month.

Feeling a little ignored... 

Greg Beaulieu        ab348@ccn.cs.dal.ca        Halifax, Nova Scotia, Canada

------------------------------

From: Greg Beaulieu <ab348>
Date: Thu, 4 Apr 1996 17:10:59 -0400
Subject: Re: switch pitch

On Thu, 4 Apr 1996, David Paulison wrote:
> OK, thanks for the info.  One more question...Does it work on the torque
> convertor or the transmission.  In other words, when the switch on the
> throttle linkage is closed and the pitch is switched, what actually happens?
> Is the torque convertor affected or the transmission or both?

It's not a kickdown feature, if that's what you mean. If you slowly press 
the accelerator to the floor you feel the converter switch itself and 
then, when it hits WOT, it will downshift into (I love this phrase) 
"passing gear".

Greg Beaulieu        ab348@ccn.cs.dal.ca        Halifax, Nova Scotia, Canada

------------------------------

From: clark@sh28.dseg.ti.com (Pat Clark 952-3776)
Date: Thu, 4 Apr 1996 17:17:27 -0400
Subject: HEI conclusions

Well, after talking to everybody I think I have decided to go with a Mallory
Unilite unit. They start at $169.99 and are small enough to let me use my stock
air cleaner. Anybody know anything good or bad about these units?

          ___              ___        _________
         /   |            /   |      /         \
        /    |           /    |     |   ___    |
       /     |          /     |     |__|   |   |
      /      |         /      |           /   /   
     /       |        /       |          /   /   
    /   /|   |       /   /|   |         /   /
   /   /_|   |__    /   /_|   |__      /   /
  |             |  |             |    /   /
  |______     __|  |______     __|   /   /_____
         |   |            |   |     |          |      Pat Clark
         |___|            |___|     |__________|       69 442
						      400/400

   "Just your average 300+hp garage hogging, gas sucking, money pit"

------------------------------

From: dan houlton x0710 <tc75918@hpr169.mdhc.mdc.com>
Date: Sun, 31 Mar 1996 17:33:57 -0400
Subject: Re: switch pitch TH400

So just what is a switch pitch anyways?  What does it do?

- --Dan (yes, I'm new to this)

------------------------------

From: Sandy Stewart <WASTEWART@gov.pe.ca>
Date: Thu, 4 Apr 1996 17:18:42 -0400
Subject: Data Plates -Reply 

Greg:

If you were interested, I could send you a pencil rubbing of the body data
plate from my 68 (Canadian-made in Oshawa) Cutlass Supreme.

Sandy Stewart    WAStewart@gov.pe.ca

------------------------------

From: urbanch@magi.com (Chris Urban)
Date: Thu, 4 Apr 1996 17:33:53 -0400
Subject: Re: EMail Quirk 

No its not a Mac. it s MS Exchange. I will switch to using Eudora for the
next little while. I would appreciate if someone would let me know if its
doing the same thing. Oh yeah maybe you should e-mail me privately as we all
know what happens when conversations turn from Oldsmobiles.


>Cris U.: Running a Mac?
>
>I'll try out a word processor (got several) and let you know.
>
>The 66 Toro and Mike
>
>-- 
>Michael R. Frederick, CEO
>Edison3, Incorporated
>Tampa, Florida
>(813) 210-8649
>
>
>

------------------------------

From: GUEISEPPI THE BARBER <JJF96@uno.cc.geneseo.edu>
Date: Thu, 4 Apr 1996 17:19:48 -0400
Subject: Re: Getting wet

joe ferrero
13 rorbach lane
geneseo, ny 14454
(716) 243-3437



HEY!!!!  


Here's a trick i use when i am looking for a possible leak in a 
radiator and / or heater core:    If you have an old bike tire 
inner-tube...     cut the inner tube about 10 inches from the air fill 
tube,  using a hose clamp, clamp it on to the lower end of the heater 
core / radiator.  put some flend of the core.  get a bike pump and start 
pumping!


if the core has a hole it will start spraying the fluid out it (in which 
you can either look for another core, or repair the leak).   if it 
doesn't "spray"...  and it holds pressure, then it is good.  (if you 
want to know how much pressure...  use a pressure gage!)

this trick helped me save some bucks when i had to purchase a radiator.

maybe it will confirm your leak.

- --good luck!

- --joe  the college student  (47 and 48 oldsmobile, a couple of fat       
                                                               ones!)

------------------------------

From: BobH592058@aol.com
Date: Thu, 4 Apr 1996 18:19:22 -0400
Subject: Re 38 Olds with 455/TH400 drievtrain 

No. I didn't take any pictures.  Too painful to look at and realize I decided
eating was more important than having that car.

I believe it had FL plates so there is a good chance I'll see it again
sometime at the Kissimmee Old Town weekly Sat nite cruise.  If I do I'll try
again (maybe to but??)

Bob Handren
'67 442 W-30 modified
'70 Cutlass SX Convert

------------------------------

From: BobH592058@aol.com
Date: Thu, 4 Apr 1996 18:29:38 -0400
Subject: Re: 100th Anniversary Meet 

Re: the proposed caravan to the 100th Anniversary Olds Meeting.

Why Ransom E. Olds his-self would be in the lead hearse.  Who else?

Bob Handren
'67 442 W-30 modified
'70 Cutlass SX convert

------------------------------

From: BobH592058@aol.com
Date: Thu, 4 Apr 1996 18:26:58 -0400
Subject: Re: HEI Rebuild 

What plugs are you using?  It's sure getting hard to find the 13/16 head
plugs.  If there are comparable 5/8 plugs that use compressable washers like
the originals (not the tapered seat used in many) I'd like to hear what
works.

For gapping, after the .075 or whatever they recommended when the HEI first
came out, gapping plugs to .035-045 is no big deal.

'Course, when you give 'em a BIG gap the ground electrode covers about 1/2 of
the firing point.  Cheap v-plugs?

Bob Handren
'67 442 W-30 modified
'70 Cutlass SX convert

------------------------------

From: BobH592058@aol.com
Date: Thu, 4 Apr 1996 18:36:10 -0400
Subject: Re: switch pitch TH400 

To make a switch pitch TH400 from a non-switch version you need three things:

1. A switch pitch converter

2. The front pump from the donor (this would include the solenoid - which
look identicle to the kickdown but is bolted to the pump)

3. Some method of activating the system- i.e. a 12V source, the 2 prong case
connector and a switch.

The easiest way is to find one alread set up.  They are still around but when
rebuilt few if any shops keep the switch-pitch.  They are returned with
single pitch.

No time to go into more detail.  If there is interest I'll give more detailed
info.  Y'all let me know.

The only "source" other than luck in a boneyard is Kenne-Bell of Buick fame.
Since our brethren of Buick lore also used the switch-pitch as well, I have
read they can supply everything from a full trans to the pieces.  For a price
of course.

Bob Handren
'67 442 W-30 modified
'70 Cutlass SX convert

------------------------------

From: BobH592058@aol.com
Date: Thu, 4 Apr 1996 18:38:57 -0400
Subject: Re: Hemi 

Yes, the Chrysler Hemis used 16 valves.  I was referring to the Olds
developed engine that almost made it to production.  It used 4 valves per
cylinder and thus 32 valves.

There was a rumor that the original Quad-4 used much of the technology
developed for the Olds V-8 version.

Too bad neither the original 455 Hemi nor a V-Quad 8 were never made.  I
guess we'll have to settle for the Aurora/Caddy V-8.  Which ain't too bad,
just not enough cubes!

Bob Handren

------------------------------

From: BobH592058@aol.com
Date: Thu, 4 Apr 1996 18:39:54 -0400
Subject: Re: switch pitch TH400 

Swtich pitch TH-400s were found in 1965-67 Olds, Buick and Cadillacs only

Bob H.

------------------------------

From: "David Brown" <dbrown@mcis.bsd.uchicago.edu>
Date: Thu, 4 Apr 1996 18:47:54 -0400
Subject: Re[2]: switch pitch TH400 

Will the convertor from a Jetaway fit the TH350 and TH400?  Other 
hydra-matics as well?

David Brown
dbrown@mcis.bsd.uchicago.edu    (312) 702-9157
"Oldsmobile - powerful roadsters with big V8s"
- ---------------------

Swtich pitch TH-400s were found in 1965-67 Olds, Buick and Cadillacs only

Bob H.

------------------------------

From: David Paulison <dpauliso@metrolink.net>
Date: Thu, 4 Apr 1996 19:02:06 -0400
Subject: Re: switch pitch TH400

At 06:36 PM 4/4/96 -0400, you wrote:
>To make a switch pitch TH400 from a non-switch version you need three things:
>
>1. A switch pitch converter
>
>2. The front pump from the donor (this would include the solenoid - which
>look identicle to the kickdown but is bolted to the pump)
>
>3. Some method of activating the system- i.e. a 12V source, the 2 prong case
>connector and a switch.
>
>The easiest way is to find one alread set up.  They are still around but when
>rebuilt few if any shops keep the switch-pitch.  They are returned with
>single pitch.
>
>No time to go into more detail.  If there is interest I'll give more detailed
>info.  Y'all let me know.
>
>The only "source" other than luck in a boneyard is Kenne-Bell of Buick fame.
>Since our brethren of Buick lore also used the switch-pitch as well, I have
>read they can supply everything from a full trans to the pieces.  For a price
>of course.
>
>Bob Handren
>'67 442 W-30 modified
>'70 Cutlass SX convert
>
>
Yes, there is interest...please go into more detail!!

thanks 
- --
Dave

------------------------------

From: Rod Rickenbach <rod@hopi.dtcc.edu>
Date: Thu, 4 Apr 1996 19:13:17 -0400
Subject: Re: Re[2]: switch pitch TH400

On Thu, 4 Apr 1996, David Brown wrote:

> Will the convertor from a Jetaway fit the TH350 and TH400?

Yes.  Apparantly the way to go with a switch pitch is to use one from a 
Jetaway with a Turbo 400.  It has more stall speed than the turbo 400 
variant.

>  Other hydra-matics as well?

I doubt it.

- -Rod
- -------------------------------------------------------------------------------
    Rod Rickenbach                                       Delaware Tech
     rod@dtcc.edu                                 Computer Services Department
http://www.dtcc.edu/~rod                            Stanton/Wilmington Campus

------------------------------

From: "C. K. Yee" <yu135008@yorku.ca>
Date: Thu, 4 Apr 1996 19:55:44 -0400
Subject: variable-pitch THM400

There has been some discussion about the operation
of the variable-pitch converter.  The following comes from
a book describing its operation in '65 Cadillacs:

"The THM transmission now was fitted with variable stator
blades, providing improved performance in the 15 to 50 mph
speed range.  The stator blade's normal 32 degree pitch was,
when the accelerator was partly depressed, changed to 51 degrees,
which allowed the engine to pick up some 700 to 800 rpms.  When
the car was at idle, the vanes maintained their high position,
which reduced the Hydra-Matic's tendency to creep at stoplights."

According to this description, it appears that the torque converter
would be in high stall at idle, low stall just off idle and at
light throttle, then at high stall again at some part throttle
setting.  Is this correct?
 
The variable-pitch converter was discontinued for '68.  The
reason cited was the introduction of a new 472 V8 which
provided more torque, so there was no loss of either performance
or flexibility.
 
Kevin Wong
'83 Olds Delta 88
'88 Cadillac Brougham

------------------------------

From: Mike Frederick <edison3@cpeq.com>
Date: Thu, 4 Apr 1996 23:35:56 -0400
Subject: Re: TH400, etc.

Hey, Bob:

It's always kinda bugged me that I didn't know more about automatic 
transmissions.  Can you suggest any good general reference book on the 
subject for those of us who are confused by high-stall, low-stall, 
switch-hitters, or switch-pitchers, or whatever they were?

The 66 Toro and Mike

- -- 
Michael R. Frederick, CEO
Edison3, Incorporated
Tampa, Florida
(813) 210-8649

------------------------------

From: Greg Beaulieu <ab348>
Date: Thu, 4 Apr 1996 20:40:23 -0400
Subject: Re: JWO & OCA (fwd)

>From Dave Yaros, thought it probably should have gone here rather than to 
just me.

Greg Beaulieu        ab348@ccn.cs.dal.ca        Halifax, Nova Scotia, Canada
- ---------- Forwarded message ----------
Date: Thu, 4 Apr 1996 18:36:03 -0400
From: D. Yaros <76703.4332@compuserve.com>
To: Greg Beaulieu <ab348@ccn.cs.dal.ca>
Subject: Re: JWO & OCA

Greg:  Join the club, he says "tongue in cheek".  I have been an OCA member for
a few years now.  Last January I sent an 
article to JWO for print.  It has yet to see the light of day!  This, when they
are begging for submissions from members?
 
No, OCA/JWO is definitely NOT technophobic.  Don't know if the Prez is on the
Net or not.  Will have to see if a search will 
get a hit on his name:  Steve DeNovi, of Tinley Park, IL?  Since he is in IL and
Dennis' widow and current JWO editor, is not, 
I assume they have a means of communicating electronically?
 
While I have you, invite you, and any one else with an interest to check out my
web site, which has some Oldsmobile info.
The address is:  http://ourworld.compuserve.com/homepages/DYaros
 
							Dave Yaros

------------------------------

From: PHartlieb@aol.com
Date: Thu, 4 Apr 1996 21:45:41 -0400
Subject: Re: Getting wet Part ii 

In a message dated 96-04-03 16:58:56 EST, you write:

>Well it in the 70's here in Ohio and went to drive around today.  
>Went to grab the trusty radar detector which i keep under the 
>passenger floormat and it's wet!  The carpet is soaked, i tried 
>looking for any leaks but didn't see any.  I replaced the heater core 
>about 2 years ago, how long are they good for?  I popped the hood to 
>find the antifreeze popping and bubbleing after driving around for 
>about 45min.  Is this stuff suppose to bubble and pop???
>
>Dink
>80 Delta 88 Royale "all wet"
>
>

Another heater core problem?  What comes in two, comes in threes; who's next?

Paul

------------------------------

From: PHartlieb@aol.com
Date: Thu, 4 Apr 1996 22:26:03 -0400
Subject: Re: JWO & OCA 

>From what I understand, OCA has it's hands full right now with some internal
problems.  Penny C. has been doing an excellant job of putting out the
newsletter, but it has been suggested that applications be taken to fill the
position because there is at least one other person that is interested in
doing it.  I don't know yet what they're going to do about it, but I
understand that there are some people that are rather upset.

Also, there is a woman from NY that has decided that she would like to run
for Steve D.'s position as President.  She has been sending letter to all the
chapters making some very valid points about how the club is being run and
how it should be run.  Steve evidently sent a reply to the chapters, but I
haven't seen it as yet (they were sent to our Chapter President.

On top of this, it seems to me the OCA has always been just naturally slow at
getting info into the JWO.  We've sent articles on Chapter events that took
place in August & September and haven't seen them until almost spring.  Hang
in there, hopefully they'll get to you soon.  And if they don't, it's their
loss.  They are fooling around with an important opportunity.  There is no
reason that OCA should't be on the Web.

I hope that the above comments don't deter our fellow readers and friends
from joining OCA.  I have been a member for 9 years and I strongly recommend
them.  There are times that I get rather perturbed with them, but my renewal
card came a few days ago and I'm all ready for another 2 years.  NO
organization is perfect,

All of the above information that I have provided above came to me through my
chapter President.  If someone out there knows more about these situations,
please feel free to the rest of us know.  Also, if there's any interest, I
would be willing to post the letter from out NY member who is seeking office.

Paul

------------------------------

From: PHartlieb@aol.com
Date: Thu, 4 Apr 1996 22:26:00 -0400
Subject: Re: 100th Anniversary Meet 

In a message dated 96-04-04 13:48:54 EST, you write:

>Yeah, but a funeral procession at 70+mph? When the nice officer asks
>us _who_ is in the hearse, who shall we say is in there...?

Why, Ransom Eli Olds!  Who else?

------------------------------

From: "Peg O'Connor" <peg@grove.ufl.EDU>
Date: Fri, 5 Apr 1996 00:19:01 -0400
Subject: Re: Getting wet

>      Except that the evap. core and heater core are two entirely different
> critters from two entirely different systems.  They just share the same room :)
> The heater doesn't require any specialized training or cert's, but the A/C
> does.  

This is all true -- and it has the same results for the floorboard!

------------------------------

From: "Peg O'Connor" <peg@grove.ufl.EDU>
Date: Fri, 5 Apr 1996 00:22:37 -0400
Subject: Re: looking for...

> I remember seeing an article in JWO about someone else who had done this. 
> They bought a Bravada grill, Delta 88 SS wheels, an Olds steering wheel, 
> emblems and badges. They apparently needed a Bravada rad support to make 
> the grill fit. It would be neat to see "Oldsmobile" painted in big block 
> letters on the tailgate. Good luck!

Did anyone see this truck at Southeast Regionals two years ago?  It 
was a "W-15", with the Bravada grille on the front, SSII wheels, and all 
accompanying ornamentation.  It was pretty weird, and it fooled a lot of 
Olds fanatics; one guy went on for a while about how he remembered when 
this particular model came out, etc., etc.  Dontcha *love* those guys??

------------------------------

From: Buddha <buddha@itw.com>
Date: Fri, 5 Apr 1996 00:32:54 -0400
Subject: Re: looking for... 

At 00.22 04,05,96 -0400, you wrote:
>> I remember seeing an article in JWO about someone else who had done this. 
>> They bought a Bravada grill, Delta 88 SS wheels, an Olds steering wheel, 
>> emblems and badges. They apparently needed a Bravada rad support to make 
>> the grill fit. It would be neat to see "Oldsmobile" painted in big block 
>> letters on the tailgate. Good luck!
>
>Did anyone see this truck at Southeast Regionals two years ago?  It 
>was a "W-15", with the Bravada grille on the front, SSII wheels, and all 
>accompanying ornamentation.  It was pretty weird, and it fooled a lot of 
>Olds fanatics; one guy went on for a while about how he remembered when 
>this particular model came out, etc., etc.  Dontcha *love* those guys??
>
>

well...to clear up my variation, it will be a 91 s-10...right now it has the
bravada grill and name plates, along with a set of 91 camaro 5 spoke
aluminum wheels...my question really was what was Oldmobile planning on
releasing?  i have seen diagrams referring to the pickup in the 91 repair
manual, and i was wondering if anyone had seen what the OFFICIAL release was
going to be?  was it going to have the body package or just a front bumper
cover?...or possibly something similar to the Syclone?

also, what style of script would you suggest for the tailgate...a modern one
like the new chevy's have or maybe a nostalgic oldsmobile script?
               Buddha
      ___
     /. .\
    _\_*_/_                     -<Buddha>-
   / /   \ \                   Buddha@itw.com
   \_\___/_/            HTTP://www2.itw.com/~buddha/
  /___\_/___\ "That which does not kill us makes us stronger"
 *************

------------------------------

From: "Peg O'Connor" <peg@grove.ufl.EDU>
Date: Fri, 5 Apr 1996 01:03:37 -0400
Subject: Re: JWO & OCA

> All of the above information that I have provided above came to me through my
> chapter President.  If someone out there knows more about these situations,
> please feel free to the rest of us know.  Also, if there's any interest, I
> would be willing to post the letter from out NY member who is seeking office.

I would be very interested in reading the letter and learning more about 
what's going down . . . . which chapter are you with?

------------------------------

From: Bob0Barry@aol.com
Date: Fri, 5 Apr 1996 01:20:31 -0400
Subject: Re: 66TORO TRANNY 

In a message dated 96-04-03 21:37:46 EST, you write:

>According to Olds, it was a Turbohydramatic Transmission - no number
>designation, although it's been written that it was a specially adapted
>TH400 - with TH400 internals, supposedly.

I'd always heard them referred to as the TH425.

>>Any Guesses on what it should cost(ballpark) to have done?  I delivered 
>>it, so the R&R won't be added in.
>
>Hmmm, maybe $400 with new seals, bands, minor clutch stuff, etc.?  Wow - you
>pulled it yourself?  Would you be interested in detailing the R&R?  E-mail
>me directly!

I may also be involved with such an endeavor in the all-too-near future, so
add me to the "Toro Tranny Remove and Rebuild (TTRR) List" as well.

------------------------------

From: Bob0Barry@aol.com
Date: Fri, 5 Apr 1996 01:20:35 -0400
Subject: Re: Getting wet 

In a message dated 96-04-03 15:47:50 EST, you write:

>I've even tackled the supposedly tricky automatic transmission.  I now build
>all my own TH400 with nothing but hand tools.  Yea, the first one lasted 20
>minutes but all the others have lasted forever.  Including the one in my '67
>442 with 455 (less than 8:1 compression ratio)  and nitrous.  How's mid 11's
>@ 120mph from a heavy (weight added, none removed from stock) car. Run
>anywhere all day, run any fuel the EPA currently mandates.

Now that TH400 is one of the last frontiers for me; I've got the factory
manual, but of course every tool they list has a GM part#. What special tools
do you need, and what set of procedures do you use?

If there is any special tool to use, I will pick it up, since I've got 2
TH400's sitting around that will need a rebuild, and I'd prefer to do it
myself.

------------------------------

From: Bob0Barry@aol.com
Date: Fri, 5 Apr 1996 01:20:32 -0400
Subject: Re: finally 

In a message dated 96-04-03 15:56:28 EST, you write:

>A 455 isn't always the gas hog you think.
>
>The '70 SX Cutlass with 2.56 rear gears, TH400, radials and in good tune
>could top 20mpg.  Given the power, etc. that's pretty good economy to me. 
>
>Of course, if you can't keep your foot out of that wonderful 365HP motor,
>that's  fun and not related to economy.
>
>Bob H.

Well, there was also the 2-bbl 320hp version of the same car (of which I am a
"lucky" owner), but it still wasn't too easy to keep my foot out of it. I got
13mpg all around once I converted over to the 4-bbl.

So, if you want performance and economy with a 455, you can have my 2-bbl
intake w/carb and air cleaner for $20...

------------------------------

From: "C. K. Yee" <yu135008@yorku.ca>
Date: Fri, 5 Apr 1996 01:56:30 -0400
Subject: Re: Getting wet

On Fri, 5 Apr 1996, Peg O'Connor wrote:

> >      Except that the evap. core and heater core are two entirely different
> > critters from two entirely different systems. They just share the same
> > room :)
> > The heater doesn't require any specialized training or cert's, but the A/C
> > does.  
> 
> This is all true -- and it has the same results for the floorboard!

I beg to differ on this point!   A leaking heater core has the
potential to divert several liters of engine coolant into
the passenger compartment, with a concomitant 'sickly sweet' aroma.
On the other hand, a leaking A/C evaporator can, at worst, produce a
small oil stain somewhere (about 2 ounces).  The placement of the
evaporator is such to allow for drainage of condensate, through a small
orifice at the bottom of its housing, outside the car.  Any
oil leaks will manifest outside.  Also, at atmospheric temperatures
and pressures, any R-12 that is lost will be in the gaseous state.
A leaking evaporator should not be evident inside a car.
 
Hope this helps!
 
Kevin

------------------------------

From: Mike Hall <mikehal1@ix.netcom.com>
Date: Fri, 5 Apr 1996 07:59:41 -0400
Subject: Re: Finally

>Actually, I love Toronados.  It's just too hard to put the roof down on
>them.  And even harder to put the roof back up.


I have an article here from a old issue of BOP magazine where a couple 
fitted a 70ish Grand Prix SJ and outfitted it with a Cutlass 
convertible assembly... A Toro modified in the same way would be a 
looker!


<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Michael R. Hall                            Ortonville, Michigan
E-Mail: mikehal1@ix.netcom.com
Owner: 1972 Oldsmobile Cutlass S, 380 horses of pure Mondello fun...
Owner: 1991 Oldsmobile Eighty-Eight Royale Broughm, the classy one...
<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

------------------------------

From: Mike Hall <mikehal1@ix.netcom.com>
Date: Fri, 5 Apr 1996 07:59:38 -0400
Subject: Re: Dick Miller Racing Newsletter

>I've received a couple editions.  It's OK but mainly advertising for his 
shop
>and products.  It is not without some value, I just object paying to mostly
>fund his advertising.


As I bought a bunch of stuff from DMR, I, too, have my fair share of 
his newsletter. I can't agree more that it is long on advertising and 
short on content...

Also, he is short on patience if, God forbid, you ask questions, unless 
you are buying something. He also doesn't have a clue about DRCE motors 
(a personal disappointment, I REALLY want to put a aluminum DRCE with 
Batten heads under the hood of my "S")


<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Michael R. Hall                            Ortonville, Michigan
E-Mail: mikehal1@ix.netcom.com
Owner: 1972 Oldsmobile Cutlass S, 380 horses of pure Mondello fun...
Owner: 1991 Oldsmobile Eighty-Eight Royale Broughm, the classy one...
<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

------------------------------

From: Mike Hall <mikehal1@ix.netcom.com>
Date: Fri, 5 Apr 1996 07:59:39 -0400
Subject: Re: 100th Anniversary Meet

>I was curious to know how many of you are thinking or planning to attend 
>the Olds 100th anniversary event in Lansing in 1997.


I'll be there, look forward to seeing all of my good Oldsmobile friends!


<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Michael R. Hall                            Ortonville, Michigan
E-Mail: mikehal1@ix.netcom.com
Owner: 1972 Oldsmobile Cutlass S, 380 horses of pure Mondello fun...
Owner: 1991 Oldsmobile Eighty-Eight Royale Broughm, the classy one...
<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

------------------------------

From: Allen_R_MONROE@umail.umd.edu (am39)
Date: Fri, 5 Apr 1996 09:48:00 -0400
Subject: Re: Re: Aurora engine ; was "finally" 

>>The complete set of chassis manuals for the Aurora car is $95 at Helm.  I 
>>know right now it will go up in value.  I probably would have balked at $10 
>>for the late '60's manuals also.  Anyone know where I can get it cheaper?
>
>Is that the price listed in the back of the Aurora owner's manual? I know
>I was perplexed to see a $95 tab in the shipping receipt for my Bonneville
>manuals last week, when my owner's manual listed it at $43 -- which is what
>I paid for it. They cashed my $43 check and never asked for more.
>
>Now, I know the manual was two years old, but I can't see that the price
>would be over _double_ that just two years later. Not sure what's going on
>over at Helm these days...
>
>Andrew C. Green            (312) 266-4431
>Datalogics, Inc.
>441 W. Huron               Internet: acg@frame.com
>Chicago, IL  60610-3498    FAX: (312) 266-4473
>
> Hi All Well my father was looking for manuals for his 91 Olds 98 & 90 ciera
wagon, the original price was in the $45. range but they were to be from
Lansing Lithographers. (or something like that) Helm wanted around $95. We
found a guy in Pa that had them for $25 each. Hearing the price we ordered one
for my 86 Custom Cruiser and my brothers 87 Toronado. Because we were ordering
so many no shipping charges. They came yesterday and all but the 86 manual
appear to be New! What a deal. Can't find the name or number now but I will
post if any interest. Later

69 H/O
73 H/O
84 3.8L Ciera
86 Custom Crusier
And several non olds wana be's

Allen R. MONROE
Email:Allen_R_MONROE@umail.umd.edu (am39)
Advanced Physics Teaching Laboratories
Phone:301-405-6004

------------------------------

End of oldsmobile-digest V1 #138
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